By David Booth, Postmedia News

Originally published: July 30, 2013

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BOSTON, MASS. — Forget the Q50 moniker; the car you see here is the replacement for the aging but much-loved Infiniti G37. Yes, the change in nomenclature is confusing, especially to you automotive historians who remember that Infiniti’s only previous "Q" car was the Q45, a top-of-the-line luxury sedan that has not been produced since 2006 and whose heydays were between 1990 and 1996.

But fond remembrances of luxury sedans past is not the reason for the rebadging of all things Q. No, it turns out that in the internecine battle for intriguing alphanumeric badging, the only letter left not trademarked by another automaker was the good old "Q" that Infiniti had left dormant (indeed, Nissan insiders claim that Audi has to pay a royalty to Nissan for use of the letter in their Q5 and Q7 SUVs). So, in the quest for the instantaneous brand recognition, that simple alphanumeric model designations are supposed to engender, all future Infiniti passenger cars will be badged Q (the SUVs will similarly be all named QX). And unlike past efforts where the numerical portion denoted a specific engine displacement (the current G37, for instance, is powered by a 3.7-litre V6), the new digits represent the relative size, price point and power of the specific model. So, while the Q50, as I mentioned, is a replacement for the G37 sedan, the Q60 will be the new name for the G37 Coupe and Q70 the handle for the larger M series of sedans. Clear as mud, right?

The new honorific, however, is the least of the changes to the first modern Q. Besides the obvious alterations to the Infiniti’s exterior — longer, lower, wider and with much sexier curves, the only criticism of the Q’s new look being that the 50’s new grille looks suspiciously like Lexus’ new spindle motif — the most significant updates to the old G37 package are in the chassis and connectivity departments. Indeed, perhaps the biggest news in the Q50’s portfolio is Infiniti’s Direct Adaptive Steering, the automobile industry’s first aircraft-style drive-by-wire steering system.

An even further development of the now-commonplace electric power steering systems — which have the conventional mechanical steering boosted electrically rather than hydraulically — Infiniti’s new system dispenses with any mechanical connection between steering wheel and steering rack (though there is a backup system). Essentially, a whole slew of sensors and computer controllers connect the steering wheel digitally to the front wheels, the driver’s input going to a computer before being directed to the steering rack. There’s even an actuator built into the "steering column" that provides resistance akin to that in a traditional hydraulic system so that, from the driver’s seat, the system doesn’t feel alien.

Indeed, as one might suspect of anything computerized, this last — the steering effort — can be customized via Infiniti’s InTouch interface. Thus, by delving into the Driving Performance app, one can choose between Light, Standard and Heavy settings, the latter obviously geared to sporting drivers who normally associate less steering boost with better feedback. Light, one presumes, is for the weak of limb looking for easier supermarket parking.

Even more impressive is that Infiniti also allows you — this being further proof of the wonder of the digital age — to choose the steering’s "gear ratio." In other words, in making the choice between Light, Standard and Heavy effort setting, you’re also selecting to make the steering Casual (paired with Light), Standard (obvious) and Quick (paired with Heavy for sporting drivers who, again, want quick response paired with greater feedback). Some further customization is also available; Standard can be paired with Quick for reasonably low-effort lighter steering but superior response. In fact, this last proves to be the sweet spot as many testers found the Heavy setting just a little too much effort, even when hooning about on twisty roads.

And, the Q50 feels very sporty indeed, especially the Sport versions, which feature suspension as firm as anything wearing 3 Series badging (short of an M3, of course).

The Q50’s 3.7L V6, by contrast, receives more minor updates, the basic architecture — and consequently the maximum power output, 328 hp — largely unchanged. That’s not to say that there haven’t been improvements, the most significant being the new intake and exhaust systems, which, though they don’t add power, significantly reduce undesirable noise, vibration and harshness. Where previous versions of the VQ V6 were a little coarse and rowdy, the 2014 iteration is much smoother. The other big change in the powertrain is the taller rear axle ratio — now 3.13:1 versus last year’s 3.35:1 — for lower revs and better fuel economy. The 3.7L’s 269 pound-feet of torque is sufficiently stout that acceleration is barely affected. The quick-shifting seven-speed automatic is also quite responsive and the fact that the Q50 has lost 25 kilograms thanks to use of thinner, higher tensile steel also helps matters.

As for Nissan’s other big technology, the InTouch infotainment system, it’s a little too early to pass final judgment as, though the car is to be released by mid-August, the software is still in a beta stage of development. Early indications are positive as many of the functions will be found in a smartphone, app-like forum displayed over two — one seven-inch, the other eight — LCD screens. I particularly liked the upcoming "geo-fencing" app that will alert suspicious parents when juveniles drive out of a certain range (though, one supposes, they may get into trouble if a spouse finds out about a mistress through the same tracking system). Current functions include a GT-R like compendium of digital readouts that include fuel economy, G-force and engine monitors and there are Facebook and Google apps as well. The major issue with the system is that, with so few apps available and the software not fully developed, it’s impossible to determine its efficacy other than to say it shows some promise.

The other possible anomaly is that despite much hoopla surrounding the various miracles of the aforementioned customizable Direct Adaptive Steering system, most Q50s will probably be equipped with conventional hydraulic steering. While the base rear-wheel-drive Q50 starts $37,500, it’s not till you spend $47,950 on the top-of-the-line RWD that you enjoy its benefits. Ditto for the all-wheel-drive model that Michael Kopke, Infiniti Canada’s chief marketing manager, says will be the bread and butter of the Q50 lineup. Though it starts at $43,400, you have to go all the way to the $49,100 Touring and Tech package equipped model before you can steer electrically. Only the Q50 Hybrid, starting at $47,000, sees the Direct Adaptive Steering as standard equipment.

Slightly wonky packaging notwithstanding, however, the new Q50 is a major step in Infiniti’s desire for luxury segment significance.

2014 Infiniti Q50 Hybrid

If the Q50’s new Direct Adaptive Steering system is a pleasant technological surprise, then combining it with Infiniti’s Direct Response Hybrid system is truly a high-tech feast. Indeed, unlike so many other hybrids, the electrified Q50 actually is a better drive than the conventional car. A 302-horsepower 3.5-litre V6 combines with a 50 kilowatt electric motor (fed by a 1.4 kW-h lithium-ion battery) for a total peak power of 360 hp. More importantly, the electric motor’s low-end torque makes the combination feel particularly lusty and, because the entire shebang is routed through a conventional seven-speed automatic transmission, there’s none of that CVT tomfoolery common to so many other hybrids. Indeed, the Q50 Hybrid is smoother, torquier and quieter than its conventionally powered counterpart. Other than some slightly wonky regenerative braking habits, it’s quite a sophisticated ride and definitely worthy of consideration. Oh, and it averages about 7 L/100 km on the highway at 120 kilometres an hour and not much more in the city.